Automatic transmission



July 29, 1941. Y c. -w. LANPHERE 2,251,213 AToMATIo TRANSMISSION 'Filed Dec. 6.1937 "5' sheetsr-'sh'eet s.

INVENTOR.

auly'zs, 1941. I c. Mmm; 2.251213 lm'romsrm'rmmsluzsxou' Fn'ed me. s; 1937 Smeets-spe@ 4 |70 le "l leo :c7 las 148 /Nir/ENTOR July 29, 1941 c. w. LANPHERE 2,251,213

AUTOMATIC. TRANSMISSION Q' LS Man@ EEB.

Patented July 29, 1941 UNITEDl STATESv yPATENT OFFICE v 2,251,213 AUTOMATIC TRANSMISSION Clive 4Lanphere, Ridgewood, N. J. Application Deeember 6, 1937, serial No. 178,359

` (o1. 'x4-336.5) f

Claims.

The present invention relates to an automobile transmission comprising both manual and automatic means for shifting or changing gears.

One object of my invention is to provide means tomatic means for shifting .gears progressively from one speed to another in progressive `sequential steps, and for shifting from one speed to another otherwise than in sequential steps.

Another feature of my invention is to provide automatic means for delaying and preventing gear shifting when a car is on-a grade.

A further feature of my invention is to provide means i'or manually preventing. automatic gear shifting. ,i

A still further feature of my invention isto provide means for automatically indicating the particular gear that may be functioning at any given time.

The above and other'features will be mor fully understood by reference to the drawing in which:

Figure 1 is av diagrammatic view of the transmission as seen from above and from the right side of la car with thecounter shaft shown in the same plane asthe main shaft to better disl close. the'corelation of the various elements. It also discloses a valve block 4containing valves for actuating pneumatic cylinders, these cylinders, levers for actuating the shifting elements in the transmission, and a speed control actuating means.

Figure 2 is a diagrammatic cross section of an Figure 4 is an isometric view'of a gradient circuit breaker.

Figure 5 is a longitudinal cross section of a part of a pneumatic cylinder and various switches that may be actuated by-it.

Figure 6 is an end view bf an element of a pneumatic cylinder and itscooperating-switches.

Figure 7 is a diagrammatic cross section of the transmission as seen from the rear showing some of the elements.

Figure 8 is a plan view of an optical indicator and cooperating elements as disposed with the transmission in neutral position.

Figure 9 is a plan view of the various positions of the pneumatic cylinders and cooperating levers and rails and optical indicator with the transmission in reverse gear.

Figure 10'is a plan view oi the same elements disclosed in Figure 9 but with the transmission in low gear.

Figure 1l is a planview of the same elements shown in Figure 9 but with the transmission in intermediate gear.

Figure 12 is a plan view of the same elements.

disclosed in Figure 9 but with the transmission in high gear.

IIn order to show the cooperation of the elements comprising this invention they are shown in plan corelation but it will be obvious that they may be varied as desired in actual construction of the device.

Three forward speeds are disclosed and will be referred to as rst or low, second or intermediate, and third or high. v

This invention may `comprise the well known gasoline motor indicated by reference characters MOT, an automatic clutch of any suitable type in conjunction with a conventional transmission Ihoused within a casing TC, in combination with some modifications and novel elements which will be detailed in the description that follows. Onev suitable type of automatic clutch is disclosed on pages 28 `and 29 of Motors Handbook e for 1934. The automatic clutch shown in Figure overrunning clutch used in connection with the speed control means also termed a governor. It

is taken on line 2-2 of Figure 1.

Figure 3 is a diagram disclosing some of the electrical elements some of which are shown broken away o n line A-A,and

Figure 3a iS a diagram showing the continuation of these electrical elements. It also shows their cooperating pneumatic. cylinders.

1y of this application is only intended to be dia-` grammatic'.

The transmission may be provided with a main shaft composed of three sections, the clutch connecting two of these sections, and the speed changing elements of the transmission connecting one of the two sections' just mentioned with the third section. The third section termed the driven means is designated .by reference characters IBB and the center section termed thel driving means by characters |08. Thecharacters I 21 designate the line of division between the driven section and the driving section. Shaft |03 drives a car in the usual manner. A gear |26 may be rigidly secured to shaft |08. Immovably secured to gear |26 is an internal toothed member |25. A clutch unit |06 can be disposed on and splined to shaft |03. This unit may have an external toothed member |22, and another external toothed member |30. A gear |32 loosely mounted on shaft |03 can be disposed to the rear of unit |06. 'I'his gear may be provided with an internal toothed member I3| which is rigidly attached to said gear. Another gear |02 can be loosely mounted on shaft |03 to the rear of gear |32. Immovably secured to gear |02 is an internal toothed member |02'. Another clutch unit may be splined on shaft |03 land like unit |06 is movable thereon. The unit |0I may be provided with external toothed members 202 and 231. To the rear of unit I0| is a gear |31 that can be loosely. mounted on shaft |03. This gear is provided with an internal toothed member 331, which is rigidly attached to said gear. Below shaft |03 (shown to the side of this shaft in Figure 1) can be suitably mounted a counter slfaft |34. Rigidly attached to this shaft can be a gear |33, which is designed to mesh with gear |26, Another gear |35 may be rigidly secured to shaft |34, said gear being adapted to mesh with gear |32. To the rear of gear |35 another gear |36 can be immovably secured to shaft |34. Gear |36 is designed to mesh with gear |02. Still further to the rear can be disposed a gear |40 which is rigidly secured to shaft |34. 'A shaft |38 can be gear shifting may include a shortened lever CH8 .that can be adapted to' receive a detachable handle (handle not shown). This lever can be pivoted at PLS and when its lower end engages notch NO in rail RL and it is moved forward the yoke |04 which is loosely connected to a groove |0| in clutch unit |0| will actuate this unit towards gear |02 thereby causing the engagement of members |02f and 202 thus tying gear |02 to shaft |03. When it is moved backward. members 231 and 331 will mesh thus tying gear |31 to shaft |03. When lever CHG engages notch NO' in rail HI and it is actuated forwardly the yoke |05 which is loosely connected to a groove |06 in unit |06 willcause members |22 and to mesh tying shafts |03 and |08 together. When it is actuated rearwardly members and |3| will mesh tying gear |32 to shaft |03.

Means adapted to be automatically actuated for shifting rails RL and HI and their respective clutch units |0| and/|06 will now be described.

The rail RL may be provided with a notch LRN adapted to cooperate with an arm L4 that can be secured by a pin PI to a shaft |48. A pin may be carried by a piston rod LR. and a link L2 can pivot on this pin. This link can also pivot on another pin |46 that may be carried. by an arm L3, Arm L3 can be attached to shaft |48 by a pin similar to pin PI (pin for arm L3 not shownY. The piston rod LR can be attached to a piston LP lwithin a pneumatic cylinder L. The shaft |48.can be supported by a wall |48 in an offset |50 of the transmission casing TC and by a plate |50' that may be attached to this offset by any suitable means 250. As similar arms, pins, piston rods, and links may be provided for cooperation with rail HI an out? line of how they may be constructed will be given here. Each piston rod can be flattened as indicated at |4| in Figure 5 and can be provided with a hole |42 that may serve as a support for a pin on which its cooperating link may pivot. An oset identified by character F having a shoulder |43 can be secured to each piston rod by means of a bolt or other desirable means. |44.

In Figure l is shown a block VB that may contain a plurality of cylindrically shaped valves all of which can be of similar design. One of these valves will now be described. It is'shown in section and is identified by the letters VLN.` A solenoid SLN having a core SA connected to this valve is adapted to actuate this valve in one direction and a spring S2 serves to actuate it in the opposite direction. A plate S2' that can be secured to block VB by screws SS serves to hold spring S2 in contact with said valve. Two circular channels CS and LA' form a part of this valve. The upper channel CS is designed to cooperate with a tube or conduit MT connected with the intake manifold MAN of the motor and with another tube LN connected with an opening NL in the cylinder L. The lower channel LA is designed to cooperate with an opening AT leading to the atmosphere and with a tube LT connected with an opening AL in cylinder L. Only when solenoid SLN is energized do these channels line up with their respective connections; Under normal condition the spring S2 urges valve VLN to a position that blocks these connections, The operation of this valve and the other valves in block VB will be detailed in their proper places.

Figure, l shows a governor or'speed control electric circuit actuator. This actuator will now be described. It may have ahousing I6 of cylindrical design which can be suitably attached to the drive shaft housing or other part of the chassis of a car (drive shaft housing not shown). It may be preferable to set housing I6 in a perpendicular position' above the drive shaft at the rear of the transmission. A bevel gear 28 can be secured to the driven shaft |03 by any suitable means such as a.pin |03. Meshing with gear 28 is a gear 3| which may be secured by a pin 3|' to a shaft I5. This shaft may be composed of two sections I5 and |5" connected by means of an overrunning clutch or free wheeling unit 24. The exact location of this clutch unit will be determined by the positions of the other elements ofthis invention. In this disclosure it'is shown in 'a location best suited to show the cooperation of these elements. The shaft I5 can be supported at onepoint in a wall 25 and at another point in a wall 4|. A thrust bearing composed of two segments identified by charac- -ters l2li and 30 can be secured to shaft I5 ad- .jacent to wall 25. A circular raceway containing balls |1 may be disposed between segments 23 and 30. Another thrust bearing having segments 26 and 21 and a raceway and balls 48 can/ be attached to shaft I5" adjacent to wall 4|. A collar or disc 52 can be rigidly secured to shaft I6". This collar may carry a series of offsets 53 arranged in pairs that encircle shaft I6". A

fin 32 can bepivotally mounted at 6|) in each pair of offsets. A spring 32' may be provided to connect each iin with shaft I".

Extending from each fin is an arm 6| and a weight 62. This arm can rest between a pair of offsets 6| carried on a ldisc I9, This disc may be splined on shaft l5". A third disc GD loosely mounted on this shaft can have an offset or finger adapted to cooperate with a slot 1| in the casing I6. This iinger prevents rotation of disc GD.

Disc 49 may have a hub I9' adapted to interlock at.||9" with disc GD. Disc GD can have an onset 45 which may be provided'with a circular raceway and balls 56. A spring 66 may be provided that encircles shaft I5". This spring can rest between oisets 4|' and G'. on wall 4| and pocket can be disposed a roller te. These pockets are narrower at one side than at the other side.

l 3 8, One end-of this bellcrank is adapted to contactan offset 12* thatcan be attached to a rod I2'. This rod is attached to a dog 12 that can be suitably supported in the wall I6 of the governor housing. Dog 12 can have a beveled end as 'disclosed in Figure 1 for cooperation with disc GD. 0n the rod |2'Abetween dog 12v and a spring stop I2 is disposed a spring 13.-

This spring urges dog 12 into the path of disc GD. Shifts of rail HI to its various gear positions andto its :neutral position can be made by means which will now be described. A handle A .|90 placed beneath the steering wheel can be disc GD respectively. Buttons L5, IIB, H20, H30,

attached to a sleeve |81 positioned within the housing SH. An arm |85 can be secured to sleeve |81 and this arm can have a ball and socket connection |85' to a link |83. Link Idd can be coni nected at |88 by means of aballand socket to a,lev er |89. Lever |89 can be suitably'pivoted on a support at |82. This lever can have a slotted end adapted to cooperate .with a post |33 that can be carried by rail HI. l

The manner of actuating these manual shifts will now be described. The neutral vto reverse shift is vmade by depressing the clutch pedal'CLP l in the usual way and then moving the handle @t forwardly to the position shown in Figure 9,

When shaft |03 rotates clockwise the rollers will I .occupy the narrowfside and when this shaft rotates 'c iunterciockwise they will be at the wide side. This prevents actuation of shaft it" when the transmission is functioning in reverse gear.

Any suitable type ofv overrunning clutch may be l used ii so desired to serve the 'purpose of the sleeves and rollers comprising unit 2t just described. When shaft. its rotates clockwise the shaft le will rotate thereby causing weights t2 to swing away rfrom this shaft and arms ti toV urge disc i9 in opposition to spring te, This disc will push disc GD ahead of it which depending on the car speed will actuate the buttons LE, III), Ht, Het, Het in accordance therewith. Spring B6 actuates disc GD, disc de, and arms 6I regressively, disc GD in this movement actuating the above mentioned buttons in accordance with the car speed.

Means forming a part of this invention for i actuating gear shifts manually will now be described. Shifts between neutral, reverse, and low can be made by actuating a `handle 91| that can be located under the steering wheel SW. This handle can be linked to rail RL by the elements the lower end of shaft 89. Arm 88 may have a now to be described. The handle 9B can be suit-A. 'ably attached to a shaft 89 disposed within a ball and socket connection 81 witha link lili. y

This link can have a ball and socket connection 85 with a rod 84.' This rod 'can be pivotally connected at Bt to a lever 8|. Lever l may be suitably pivoted at 81| on any suitable support. This support shown is attached to the casing TC.v This lever can have a bifurcated .end 82 adapted' to straddle a post 83 that can'be carried by rail.

RL. An arm integral with or vimxnovably attached to lever 8| can lbe'pivotally connectedv to a link 2. This link can be pivotally connected to-a -pivoted support t.` The support t can be pivoted at Il on another support 3 that can be attached to tliewall 4|. Another link .Bcan be pivoted at 8 on the support E. This link is alsoy 1 pivotally connected at 1 to a bellcrank Ill. Bellcrank l0 can be pivotally supported on a support which through the linkage to rail RL Iabove detailed moves this rail and with it the clutch unit itl which ties gear |31 to shaft. 8d3.- The clutch pedal can then be released.x At this time dog 12 will be held free of disc GD by the bellis depressed, handle @t actuated and rail RL moved to thel position shown in Figure l0 The unit mi will be engaging gear W2 which ties' this gear to shaft |03. The clutch pedal is then released.l Dog 'I2wi1l be at thepgsition shown in l I Figure 1 but arm li! of the bellcrank lever will be closer tothe stop I2. To shift from low gear to neutral the clutch pedal is depressed and handle 9|) moved forwardly actuating the rail, RL to the position disclosed in Figure 1. `Through the linkage already described gear |02 will be freed from shaft |03. Dog 12 will be at the position shown in Figure I. When disc GD after having actuated automatic shifts (which will be detailed further on) has returned to rest on dog 12 just above theV position shown in Figure 1 and the manual shift from low to neutral is made through handle and linkage, dog 'l2 will be withdrawn from the housing I6 sumciently to allow disc GD to drop below this dog.

Before describing the'automatic shifts and the electric circuits a brief outline of the construction of the various types of. switches that can be used in connection with thepneumatic cylinders this oset to cylinder CIL. A piston rod FR.

'carries the odset F which may be secured to this rod by screws |44. 'I'his offset can have iingers V adapted to rest and slide on a concave surface of support SU, these fingers serving to .support offset F and the rod PR. On support |64 is attached to post |63. Another switch disposed midway between the neutral and gear engaging positions of offset F on rod PR may be providedwith a post |66 carrying a spring connecto'r |66, which can be adapted to contact a post |61. A lead may be connected to each of posts |66 and |61. A third switch is shown positioned at the gear engaging position of vrod PR.

'I'his switch may have a post |60, a spring connector |69, and a contact post |10. As shown in Figure 5 offset F at neutral position is holding connector |61 in contact with post |63. The connector |66 of the midway switch is shown in its open position. When offset F brushes across connector |66 this connector is momentarily held in contact with post |61. When offset F is at its gear engaging position it holds connector |66 in contact with post |10. Offset F can be made of insulated material. Characters |01 identify a switch adapted to be opened by it. The character |01 identifiesV a type of switch adapted to be opened by oset F.

Electrical circuits The electric circuits forming a part of this lnvention may be classified in three general groups. The group now to be described are termed general circuits as some of them always function and others sometime function during each gear shift whereas other circuits to be detailed further on only function during a specific gear shift.

Referring to Figure 3 a lead PCSCl is shown connected to the positive pole P of the battery BTY. It extends from this pole to a fuse FU,

to a key operated switch KS and to a magnet' MSC. This switch can be placed near to the driver on any suitable support. Al lead MCC` branches from lead PCSC between the battery and switch KS, and continues to a switch LLOC adjacent to the low gear position of a piston rod LR of a pneumatic cylinder L. From switch LLOC the lead MCC continues to lead PCSC atV a point between switch KS and magnet MSC. Lead MCC and switch LLOC make it impossible to turn off the current during automatic shifts which were it done would break up the functional sequence of the shift actuating circuits which would cause interference of some of the elements in the event the. current`were again turned on. This lead is connected to a post PW at switch LLOC. The spring connector of this switch is normally in contact with post PW. Rod LR is provided with an offset LO which when at low gear position holds the connector of this switch out of contact with post PW. The closure of switch LLOC when rod LR leaves low gear position which occurs as soon automatic shifting starts assures a positive connection between pole P of the battery. leed GCC and magnet MSC even with switch KS turned oil?. When rod LR returns to low gear position it opens switch LLOC at post PW, making it possible t0 funcasesina tionally disconnect the circuits at switch KS. When a governor sactuated switch is closed current iiows through magnet MSC and by means of lead GSC back to the negative pole N of the battery. Magnet MSC has an armature AS resillently actuated to normally contact a post BP.l

Its purpose will be explained shortly. A general primary positive lead GPP extends from member BP. This lead serves as a feeder to several gear shift circuits. Extending Vfrom magnet MSC is a lead GSC forming a general secondary circuit. In this circuit is a solenoid SG adapted to actuate a rotary gas valve GVA. See Figures 1 and 3. 'This valve may be providedwith a lever VL. A link LG can be pivotally connected at CO tothis lever and at LK to a core AZ of solenoid SG. A spring SPG holds valve GVA in open position. When solenoid SG is energized the flow of gas to the motor is reduced. In circuit GSC is another solenoid CL adapted to actuate a valve CV. This valve can be similar to the accelerator valve shown in the automatic clutch mechanism disclosed in the Motors Handbook previously referred to'. Valve CV shown in the present disclosure through means now to be described actuates the disengagement of a clutch CA, Valve CV is disposed in valve block VB. This valve has two channels encircling it. On the right side as viewed in block VB are two openings, one connected to a tube MT and one open to the atmosphere. These openings are to be nearer each other than are the two openings of similar nature already described in valve VLN. When valve CV is drawn toits projected position one channel connects tube MT with a tube ATT. Tube A'I'I is connected with an aperture M in a pneumatic cylinder CC. Simultaneously with the connection of tubes MT and ATT by this channel another channel in valve CV is not in line with the aperture AT' and tube ATI. This position of valve CV .allows the manifold MAN to draw air from aperture M and prevents air entering said aperture from aperture AT'. Pis.- ton CP and rod CR move towards aperture M which by means of link PL and pedal CLP disengage the clutch CA. When solenoid CL is not energized valve CV urgedby its spring returns to normal position with the first mentioned channel out of line with tubes MT and A'I'I and the second mentioned channel in line with aperture AT and tube A'I'I. This allows air to en- 1 ter aperture M and the clutchA to pull rod CR towards aperture A in cylinder CC as the clutch becomes engaged. Aperture A is always open vaffording the passage of air to and from cylinder CC as is required in the movement of piston CP. The circuit GSC is energized wh'enever the disc GD actuates a switch thus assuring'disengagement of the conventional clutch CA, the actua,- tion of valve GVA, and the opening of circuit GPP at armature AS and post BP, the latter function vpreventing actuation of a plurality of gear shift circuits by disc GD Vat the same time.

A general lead GCC that branches from lead PCSCis not effected by armature AS. This lead has several branch leads adapted to cooperate with some of the gear shift circuits. These will be described in their proper places.

GEAR SHIFT CIRCUITS A second group of general circuits will now be described. These comprise several individual circuits each of which is adapted to function slmultaneously with some or all of the general circuits. To assure proper functioning of these ciri v aannam L when disc 'GD moves regressively in the shift of intermediate to-low gear and also in the description of the regressive movement ot this disc in the shiit directly from high to low gear. Aitor the mual shift from.' neutral to low gear has been made the gas 'accelerator (accelerator not sho) is depressed in the usual manner. As the car speed increases disc AGD moves in opposition i to spring tt and passes button vswitch Lt without actuating any electric circuit and upon reach' ing switch Iiii actuates it. This energizes the first of a series of circuits that are adapted to actuate gear shifting elements of the device. These circuits, their cooperating elements, and the `operation of these .circuits and rzooperatingv elements will now be described in sequence.

Low 'ro INTERMEDIATE Glam Smr'r CIRCUITS Part l-Low to neutral circuits 'The switch It@ when actuated by disc GD energizes a primary circuit 'Ihis circuit branches from the primary positive lead GPP continues to a post PT, to a spring connector A of switch Iit, to a post or contact member B, to a magnet LN, yto 4lead GNL and to the negative pole N of the battery B'IY. When this circuit is energized an armature LA of magnet LN contacts this magnetwhlch closes a secondary circuit LNS which remains closed whether switch It@ is closed momentarily or lon'gerl` Circuit LNS branches from the general'secondar'y lead GSC, continues to a switch LNO2 adjacent to the neutral position oi odset LO' on rod LR ot cylinder L. This switch is in closed position at the time switch Ii0 is actuated.v From switch m02 circuit INS continues to the solenoid SIN, :to a contact member LNO, to armature LA, to magnet IN, to lead GNL, and to the negatie pole N'of the battery. Switch Iii) at this time l because of other switches therein being open.

Qpemtio ofthe low to neutral shift At the start of this shitpiston rod LR is at the position shown in Figure I0. When circuit LNS is .energized the clutch CA and gas valve GVA are actuated as described under the heading Low rro INrmMEDIA'rE Guss SHIFT Cmot'nrs Part .Z-LInte'z-mediate neutral t0 intermediate,

l circuits n'` 'circuit Lrs and its continuation ous that cooperates with elements for actuating the -shiit ci piston rod IR from neutral to intermediate gear engaging position will now be described. It

branches from lead GSC, continues to a switch LNG@ noaily open adjacent' to the neutral position oi rod LR, to a post or contact member IBA adjacent to 'a magnet LIC, to armature IA normally open, to a post or contact member IPB, to lead GIS; to solenoid SI, to lead GNL, and to the negative pole of the battery.k In the shift of low to neutral just described when rod LR reaches its neutral position its odset LO closes switch INCE lust before switchLNOt is opened.

The reason for having circuit LIS pass throughposts @A and EB and armature 'LA is to provide a second point of closure in the circuit LIS GIS in addition to its closure by switch LNCE. This preventsactuation of circuit LIS GIS during the shift of intermediate to high gear which could LlVICt normally open is disposed at a position vabout midway between the neutral and.gear enoes not complete a circuit MS Electrical circuits and the solenoid SLN draws i valve VLN to its projected position. VIn this position its encircling channels CS connects tube v -MT with tube LN and its channel LA connects an aperture `AT leading to theatmosphere with a tube LT. By means of these connections theA manifold MAN draws air from aperture NL while air entersaperture AL' in cylinderv L. Piston rod LR is drawn towards aperture NL. This rod by means of link L2 swings arm L3 which rotates shaft |48 which swings arm L4. This arm enters notch LRN in rail RL carries this rail with it and leaves said notch coming to rest clear of rail RL. This rail will then be at neutral position and will have actuated yoke or arm |04 and with it clutch unit |0| to neutral position and members |02' and 202will be disengaged freeing low -gear 5 otherwise occur because switch LblCt would be closed at that time.

It rod m of cylinder I opened this circuit directly this circuit would close at the gear position of said rod when it moves to neutral position during the shift of intermediate to high gear which with its closure at 'switch LNG? would actuate the shift of rod IR from its neutral to its gear position. The shift of intermediate to high gear will be described at its proper place. The means for closing circuit LIS GIS at the aforesaid second point will now be described. .A switch gaging positions ot rod LR. When this rod moves from one ot these positions to the other its oset LO brushes across this switch and momentarily closes it, thereby closing a primary circuit LICP. This circuit begins at lead GCC, continues to switch Lit/ICE, tov magnet LIC, to lead GNL, and to the negative pole of the battery. Energizlng of circuit LICP draws armature IA into contact with magnet LIC thereby closing a secondary circuit LICS. Starting at lead GCC it continues to a switch IN2. normally closed` adjacent to the gear engaging position of piston rod IR, continues to a post or contact member V, to armature IA, to magnet LIC, tolead GNL, and to the negative pole of the battery. When circuit LICS functions, the upper end of armature IA which is insulated from its' lower end'as indicatedvby afheavy cross line connects posts IPA and IPB. When rod IR reaches intermediate gear engaging position its offset I0 opens switch H02 and therewith circuit LICS, releasing armature IA which opens circuit LIS GIS at posts IPA and IPB.

Operation of the intermediate neutrol to intermediate gear shift At the start of uns shift rod 1R is at the pesi-Y tion' shown in Figure 1. The lmovement, of rod LR already described inthe shift of low to neutral first closes switch LMC2 and'therewith cir- 'cuit LICS thus closing circuit LIS GIS at'posts v under the heading Electrical circuits and actudisclosed in Figure 11.

channel with an aperture leading to the atmosphere `and with a tube IN connected with aperture NI in cylinder I. The manifold then draws air from aperture I causing a piston IP and its rod IR. to move towards aperture I. This rod. by means of a link 1L, an arm Il, a shaft RS,and an ann I2 moves rail HI from its neutral to its intermediate gear position, the position Rail HI by means of arm or yoke |05 carries clutch unit |06 with it thereby tying intermediate gear |32 to shaft |03. As already described in the description of the circuits for this shift rod IR opens switch 1102 and therewith the circuits. Valve VIS urged by its spring returnsk to normal position thereby blocking the connections between cylinder I, the manifold and the atmosphere.

INTERMEDIATE To HIGH GEAR SHIFT CIRCUITS Part 1 1nzermedfate to intermediate neutral shift circuits When the car attains a speed that has been predetermined as best for actuating the shift from intermediate to high gear, let us assume this to be twenty miles per hour, by properly proportioning the governor elements the switch H20 will be actuated at that speed. Its spring connector H2 will contact a post or contact member E thereby closing a circuit HINP. This circuit branches from lead GPP, continues to'a post O, to a post Y of button switch H30 and to a post X of a button switch H40. The reason for these connections to switches H30 and H40 will be described further on. From post E circuit HINP continues to a spring connector PJ of a switch P normally closed, to a post J of switch H30, to a post L' of switch H40, to a spring connector AA' of a switch M normally closed, to

a post MP, to a foot actuated switch Z and its connector ZA, to a post ZP, toA a magnet 1N, to

lead GNL and to the negative pole of the bat` tery. A button BZ can be placed in a position to actuate connector ZA, thus button being adapted to be actuated by the drivers left foot. Actuation of circuit HINP draws an armature HA into contact with magnet vIN thereby closing a secondary circuit INS. This circuit branches from the general secondary circuit GSC, continues to a switch INO2 normally closed adjacent to the neutral positionv of piston rod IR., to -a solenoid INS', to al post IP, to armature HA, to magnet IN, to lead GNL, and to the negative pole of the battery. The connections' between switches H20, H30, and H40 make it possible to actuate circuits HINP and INS at various car speeds. These switches are adapted to close another primary circuit HSCP and its 'cooperatingsecondary circuit HSCS. These circuits will be described in the description oi the high neutral to high gear shift.

Operation of the intermediate to intermediate neutral shift Circuit INS when closed by one of the switches H20, H30, and H40 through their respective connectors H2, H3, and H4 actuates clutch CA and gas valve GVA as described under the heading Electrical circuits" and also actuates solenoid INS. This solenoid pulls a valve VIN to its projected position, lining up one channel with tube MT and tube IN thus connecting the manifold with aperature NI of cylinder I and lining up another channel with the opening tothe atmosphere and 'with tube IT. This permits the manifold to draw air from aperture NI causing rod IR to move towards this aperture. At the start of this shift rod IR is at the position shown in Figure 11. As this rod moves toward aperture NI its connection with arm I2 already described causes this arm to enter and leave notch IH in rail HI thus moving this rail to its neutral gear position said rail by means of yoke |05 carrying unit |06 with it freeing gear |32 from shaft |03. Oiset IO of rod IR opens switch INO2 thereby opening circuit INS, releasing solenoid INS' and with it valveVIN. This'valve returns to normal positionblocklng the connections .between the manifold, the atmosphere, and cylinder I.

INTERMEDIA'I'E To HIGH GEAR SHIFT CIRCUITS Part Z-High neutral to high shiftcrcuits When rod IR reaches its neutral position in the shift just described its offset I0 closes a switch INHC thereby closing a -primary circuit HSP. This switch is closed just before switch INO2is opened. yCircuit HSP branches from circuit INS at AA, continues to switch INHC, to magnet HNH, to lead GNL, and to thenegative pole of the battery. Closure of this circuit energizes magnet HNH drawing an armature H8 into contact with it thereby closing a secondary circuit HSS. This circuit branches from lead GSC, continues to a switchHHO2, to a post H4 adjacent to a magnet MW, to' the upper insu- \lated end of an armature HY, to a post H6, to

a solenoid SH, to post H1, to armature H8, to

HSCP is closed and therewith its cooperating,

i circuit HSCS. Circuit HSCP branches from lead I-IINP at OO, continues to magnet MW, to lead GNL, and to the negative pole of` the battery. The energizing of this circuit actuates magnet MW which attracts armature HY thereby energizing circuit HSCS. 'I'he latter circuit branches from lead GCC, continues to a switch HHOC, to a, post WP, to armature HY, to magnet MW. to lead GNL, and to the negative pole of the battery. yThe upper end of armature HY is insulated from its lower Lend as indicated by a heavy The upper end connects a pair of posts H4 and H6, thereby closing circuit HSS at this point. The reasons for this second closure will now be given. When rod IR shifts from' intermediate gear position to its neutral position which it does in both the shifts of intermediate to high and intermediate to ylow its offset I0 closes switch INHC and therewith circuit HSS;

, This circuit actuates the shift of rod HR from neutral to its high gear position. By havingall of the switches H20, H30, H40 actuate circuit l Operationof the high neutral to high shift when one pf the switches Hz`o, Hao, H40 and control.

tions and solenoid SH draws valve `VHS `to its projected position. This lines-up one of its channels with tube MT and with tube HT' and another of its channels with the opening leading tothe atmosphere and with tube HN. The manifold then draws air from aperture H' in cylinder by means of link HL, arm HI, shaft RZ', and arm H2, the latter arm entering'and leaving' notch IH in rail HI, actuates rail HI from its neutral 'to its high gear engaging position. This rail by means of yoke [06 carries unit Mit with it there- Y solenoid SH allowing valve VHS to return to normal position blocking the tube connectionsbetween the manifold, the atmosphere and cylinder H. Onset HO also opens switch HHOC.

Means for preventing high gear shifts on grades Means adapted to automatically delay'or prevent the shift of intermediate to high gear will now be described. It may comprise a gradient control GCB pivotally supported at PP andtwo cooperating switches P and li/I. The'control has einsame switch INI-IC, are actuated, 4circuit HSS funcl-I while air enters this cylinder at aperture NH. Piston rod HR moves towards aperture H and.

holds the button BZ depressed until the car at-l talns a speed o! .forty miles per hour. This switch actuates circuit HINP by moving its connector into contact with post L' in that circuit. f

Hmn 'ro IN'rnaMEmA'rE GEAB Smm Gmcuirs y Part 1--Hzgn to neutral circuns- As stated in thedescription of the low to intermediate shift the governor disc GD actuates switch Ii ata car speed of ten miles per hour.

When this vswitch is actuated with high gear functioning it does? not actuate circuit LNS because rod LR is at its neutral position and holding switch LNO2 open in that circuit, but it doesy l@ closeaprimarycircuitHNP. This circuit branches at gear position. When rod HRreaches its an upper arm CX that'is insulated from a lower arm GCA. The relative proportions of these arms can be varied as best suited, and they can be supported by a close iitting casing (casing not shown). A spring US caribe attached at one end to a suitable support (support not shown) and at its other end to the arm GCA for the purpose of steadying the circuit control against vibration. A dog DCB suitably supported (support not shown) may be adapted to engage a notch 'U in the arm GCA. A lever that may be provided with a link connection to this dog for manual operation can be placed near the driver (lever and link not shown). When the car is ascending a grade the arm GCA seeks to maintain a perpendicular position by pivoting at PP. The switch -P can be so placed that when the car ascends a grade of predetermined degree the upper end CX of member GCB will open this switch by impinging on and moving its connector PJ away from contact member PA thus opening that portion of circuit -I-IINP that is closed by switch H20 thus preventing this switch actuatingcircuit HINP. By suitably designing the governor to actuate button switch H30 at a car speedof thirty miles per hour circuit HINP is 4closed when a connector H3 contacts a post J at that speed` thus actuating the shift of intermediate to high. When the car is descending a grade of predetermined degree arm CX will swing against a connector, AA of switch M thus opening all the leads from the switches H20, H30, H40 therewith opening circuit HINP.

Manual control of intermediate to high gearshft y and thereby preventing the intermediate to high i shift. This switch can be used in conjunction with the gradient circuit control or Without this When used without it the dog DCB is actuated to engage notch U\ in arm GCA. The button switch H40 is designed to assure a lshift of intermediate to high in the event the driver irom lead P, continues to post PT, to spring connector A, to post B, toa magnet HN, to lead L'l1\i'l.|,A and to the negative pole of the battery.

" This draws armature AR into contact withmagnet HN which closes a secondary circuit HNS. Circuit HNS branches from leadG-SC, .continues to a switch HNOi, to a solenoid HNS', to a post NH, to amature AR, to magnet HN, to lead GNL, and to the negative'pole of the battery.

y I Operation 'of high to neutral shift When -circuit I-MS is energized the clutch CA i and gas Valve GVA are actuated as described under the heading Electrical circuits and the solenoid `I-iINS' draws a valve VHN to its projected position. This lines up one valve channel lwith tube MT and with tube HN and the other valve channel with tube HT and with the opening to the atmosphere, This allows the manifold to draw air from aperture NH while 'air enters aperture H' in cylinder" H. Piston HP and rod HR move towards aperture NH which actuates arm Ht oppositely to its movement in` the intermediate vto high shift'. This actuates rail HI and unit |06 to their neutral positions' disconnecting shafts |03 and |03. Whenrod HR reaches neutral position it opens switch HNOt and therewith circuit HNSI thus releasingsolenoid HNS' allowing valve VHN to return to normal position blocking 'the tube connections be-l tween the manifold, the atmosphere, and cylinder H.

HIGH To INTEnMEpIATE GEAR SHIFT CIRCUITS to the negative pole of the battery. .In the movement of rod HR from its gear engaging position to its neutral position it, brushes by and momentarily closes a switch HMCZ that can be positioned about midway between the neutral and gear positions of offset H0 on rod HR. This switch closes a primary circuit HICP which branches from lead GCC, continues tol switch HMC2, to magnet HK, to lead GNL,l and tothe negative pole of the battery. This closes a secondary circuit HICS by drawing armature L" into contact with magnet HK. Circuit HICS "branches from lead GCC,- continues to aswitch A 1102 normally closed, adjacent to the gear en-` gaging position of offset IO on rod IR, to a post lx, to an armature 2X, to a post -3X near `a magnet LOI, to a post O at magnet HK, to arma- ,ture L", to magnet HK, to lead GNL, and to the negative pole of the battery. 'I'he he avy line on armature L" indicates an insulation between its upper and lower ends. The upper end connects post X with post W. These posts with amature L" close circuit HIS GIS at an additional point.

`with eireuit Hrs Gis closedl the solenoid s1 draws valve VIS to its projected positionlining up its two channels with the tubes as detailed in the description of the shift of low to intermediate.

Operation'of the intermediate neutral to intermediate shift 'at the positions indicated in Figure 11. Rod

IR at gear position by means of its offset I opens-switch 1102 which opens circuit HICS thereby opening circuit HIS GIS at armature L" as this armature is released when circuit HICS ceases to function. The opening of circuit HIS GIS releases solenoid SI whereupon valve VIS returns to' normal position blocking the tube connections between themanifold, the atmos phere, and cylinder I. If piston rod IR were the only means for opening the HIS GIS circuit when said rod is at gear position this circuit would be closed and energized when this rod leaves its gear position in the shift of intermediate to low (a shift tobe -shortly described)v because rod HR at this time would be at its neutral position holding switch HNC3 closed and therewith circuit HIS GIS which would actuate the shift of rod -IR from neutral to its gear position. Switch HMCZ and its cooperating circuit HICS prevent this. When rod HR in the shift of intermediate to high gear passes and actuates switch HMCZ it does not completely close circuit HIS GIS because switch HNC3 is open and magnet HK dead with its armature L" out of contact with posts X and W in the HIS GIS circuit.

INTERMEDIATE To Low GEAR Sn'l'r CIRCUITS -Part 1.Intermediate to intermediate neutral circuits With the car functioning in intermediate gear `at a speed of approximately flv'e miles per hour, to rest'on dog the governor disc GD will come 1,2. This disc will then actuatefswitch L5 and lthereby close a primary circuit LINP. This cir- Operation of intermediate to intermediate neutral shift The operation of this shift is the same as already detailed in the shift of intermediate to high so will not be described here. Suflice it to state that the clutch CA and gas valve GVA are actuated as detailed under the heading Electrical circuits and the clutch unit |06 is actuated from intermediate gear position tol neutral position freeing intermediate gear |32' from shaft N3.

INTERMEDIATE 'ro Low GEAR SHIFT Cnwm'rs Part 2,-Low neutral to low circuits When piston vrod IR in its shift from gear position to neutral position reaches said neutral position its offset I0 closes switch INC2 just before lt opens switch INM. Closure of switch INC2 closes a primary circuit LP. 'I'his circuit branches from circuit INS at the point marked BB and also from lead GPP, continues to switch continues to a switch LL03 normally closed adclosed at another and gasv valve GVA are 'jacent to the low gear position of offset L0 on rod LR of cylinder L, to a switch HNC4 adjacent to' the neutral position of offset HO on rod HR, to a post PX, to the upper 'end of an armature AM of a magnet LCS, to a post LNO, to a solenoid LS', to post L4 of magnet MIS, to armature L3, to magnet MLS, toY lead GNL, and to the negative pole of the battery. Armature AM is insulated as indicated by the heavy cross line. Switch HNC4 isheld closed by offset HO when rod HR is at its neutral position. Its purpose will be explained at the proper place. When switch L5 is actuated as described in part l of the Intermediate to low shift in addition to closing circuites LINP and INSit also closes a primary circuit LINCP, This circuit branches from lead GPP, continues to postLX, to spring connector to post LV, to magnet LCS, to lead GNL, and to the negative pole of the battery. This draws armature AM into contact with magnet LCS which closes a secondary circuit LINCS. This circuit branches from lead GCC, continues to a switch LL02 adjacent to the low gear engaging position of offset LO on rod LR, to a m'agnet LOI, to a post XO adjacent. to armature AM of magnet LCS, to armature AM, to magnet LCS, to lead GNL, and to the negative pole of the battery. The upper end of armature AM serves to close circuit LS at posts PX and LNO'. Circuit LINCS remains closed until rod LR reaches low gear position whereupon its offset LO opens switch LLOZ and therewith circuit LINCS which opens circuit LS at posts PX and LNO.` In the shift of intermediate to high gear previously described piston rod IR closes switch INC2 but as circuit LS which this switch closes has to be point through the actuation of switch L5 closure of switch INC2 during the shift of intermediate to' high does not effect circuit LS.

Operation of the low neutral to low shift When circuit 1S is energized the clutch CA actuated as described under the heading Electrical circuits and the solenoid LS actuates a valve VLS to its projected position lining up one channel with tube MT and with tube LT that is' connected with aperture AL' in cylinder L and another channel with tube LN and with the opening in block VB 4dicates in lFigure 10.

Venergized at this time.

' by switches with -it rod LR from their neutral positions to their gear engaging positions,.. the positions in- By means of link L2, rod LR swings arm L3 which rotates shaft |40 which in turn swings arm L4 which enters and leaves notch LRN invrail RL thereby movingthis rail to its low gear engaging posi-tion. Rail RL carries clutch unit with it which produces an engagement of members |02' and 202 thereby tying low gear |02 to shaft |03. When rod LR reaches low gear position it opens switch LL03 and therewith circuit LS. vThis rod also opens switch LL02 and with li| ;:'circuit LINCS, which A at amature AM also opens circuit LS. i Solenoid LS' is deenergized and valve VLS returns to normal position blocking the 'connections between the manifold, the atmosphere, and cylinder L. When rod LR moves from neutral to low position it closes switch LMC2 which as described in the shift of low to intermediate closes circuit LISGIS at armature IA but as' t also has to be closed at switch LNCZ circuit LIS GIS does not become As stated in the first paragraph under the heading Gear shift circuits details will now be given covering the position of rod LR inassembling the transmission and when this rod is in low gear position after automatic shifts have occurred. When the car is first started and disc GD brushes by and actuates lswitch L5 or after this disc hasfactuated shifts .to intermediate or to high gear and has returned to contact and rest on dog '|2 a position in which it Vactuates switch L5, this switch does l not actuatecircuit INS because rod IR is at neutral position with its offset I0 holding switch INO2 open and therewith circuit INS. Simul- -taneously offset' I0 holds switch INC2 closed which closes circuit LS butas offset LO of rod YLR is at low gear position holding switch 'LLO2 open andtherewith circuit LINCS allowing'circuit LS to be open at posts LNO and PXV and as offset LO is holding switch LLO3 open and therewith circuit LS actuation of switch L5 does not actuate any gear shift circuit when the piston rod LR is in low gear position.

mrc-ct my n tc zow shift circuits Should the transmission be functioning in intermediate gear and should disc GD have actuated any of the three switches H20, H30, H40 and should the car speed be decreased so rapidly that thisdisc moves to 'a position between switch I|0 and switch L5 before-circuit HSS energized H20, H30, H40 has opened which it doesupon completion of the shift of intermediate to high, the transmission will upon cornpletion of this shift function in high gear until the car attains 'a speed that will cause disc GD to actuate switch I|0 or until this disc comes to rest on dog 12 at which position it will actuate switch L5 and thereby actuate a shift directly from high to low gear through-the means now to be described. Closure of switch L5 closes primary circuit LINP which closes thesecondary circuit INS. Circuit INS actuates the'shift of piston rod.IR from its gear engaging position .to its neutral position. At this time rod IR is at neutral position with its offset I0 holding switch INO2 and therewith circuit INS -open jThis offset isalso holding switch INC2 and circuit LS closed. "Closure of circuit LS and its `actuation would actuate rod LR from neutrall to lowgear position while high gear is functioning so to prevent this the switch HNC4 normally open at the neutral position of offset H0 on rod HR is provided, which opens circuit `IS when this rod is not at its neutralv position. Means actuable by switch L5 for actuating rod HR from gear position to neutral position may comprise the following elements. A lead LHNP branches from lead GPP, continuesv to post LX, to connector circuit LHNS. ,This circuit branches from circuit GSC, continues to a switch HNO4,.normal1y closed adjacent to the neutral position of offset |HO on rod RH, to a solenoid HNS', to a post HH, to armature HL, to magnet LHN, to lead GNL,I and to the negative pole of the battery.

Operation'of the circuit LHNS This circuit when energized actuates clutch CA and gas valve GVA as described under the heading Electrical circuits and also actuates solenoid HNS' and therewith the valve VHN which actuates the shift of rod HR from highl gear position to its neutral position as previously described in the data covering the shift of high toV intermediate gear. When rod HR reaches neutral position it opens switch HNO4 and therewith circuit LHNS thereby deenergizing solenoid HNS- allowing valve VHN to return to normal position blocking the V,connections between the manifold, the atmosphere, and cylinder H. In the shift ofrod HR just above referred to its offset HO at neutral position closes switch HNC3 and therewith circuit HIS GIS. This circuit actuates the shift of rod IR from neutral to intermediate gear position. To prevent this during the shift of high to low the fol- .tion said circuit holds armature 2X in contact with magnet LOi, thereby holding circuit HICS open. Circuit HICS at magnet HK closes cir- Acuit HIS GIS and circuit HIS GIS actuates the `shift of rod IR from neutral to its gear position.

As circuit HICSQcan not function at this time circuit HIS Gis magnet HK preventing the latter circuit actuating the shift of offset HO on rod IR from neutral position. When rod HR reaches its neutral position as mentioned earlier in this paragraph in addition to opening switch HNO4 it closes switch I-INC4 therewith closing circuit LS which actuates clutch CA and gas valve GVA as detailed under the heading .Electrical circuit and. also actuates the `shift of rod LR from-its neutral to its gear position in the same manner as detailed HNoa.

in the description of the intermediate to low shift.

When switch L5 is actuated vwhen rod HR is at neutral position it does not energize circuit LHNS because this circuit is heid open at switch Optical indicator circuits VVThe third group` of electrical circuits will now be described.

In Figure 3 disclosing the two general groups ing from lead GCC. In Figures 8, 9, 10, 11 and 1-2 this lead ILC is shown connected to a lead GILC having connections to an optlcal'indicator is open at posts X'and W of 1 closed, and not illuminated when this at gear position.

lead NIC continues to a switch N2 normally open so positioned as to be closed by oifset I of piston rod 1R when this rod is at its neutral position, from switch N2 it continues to a switch N3 normally open so disposed as to be closed by oiset HO of piston rod HR when this rod is at neutral position, then to a negative lead ILC', to lead GNL, and to the negative pole of lthe battery. When rail RL is at' its neutral posi. tion and the rods above mentioned are at their neutral positions light bulb N will be illumiswitch could be similar to switch and should be placed in some out of the way location so the driver could not thoughtlessly turn it oiLr From the foregoing it will be seen that while a preferred embodiment of this invention has been disclosed, it is not desired to restrict the details to the exact construction shown, it being obvious that changes not involving invention may be made without conicting with the spirit of the invention and the scope of the claims.

What I claim is:

1. In a speed changing mechanism, a plurality of rotatable shafts, speed changing means adaptl ed` to change the speed ratio of said rotatable nated, and it will not be illuminated when this rail and these rods are not at neutral positions, because circuit NIC will be open. Another lead (see Figure 9) RIC branching from lead GILC at reverse position bulb R will not be illumi nated. Another lead (see Figure 10)' LBC connects lead GILC with bulb L and with a switch LBS normally open disposed in a position to be closed by rail RL when this rail is at low gear position. From this switch lead LBC continues to the negative ILC' lead, to lead GNL, and to the negative pole of the battery. When rail RL is at low gear position bulb L will be illuminated as switch LBS will be closed, and when this rail is not at low gear position this bulb will not be illuminated. Another lead (see Figurell) IBC from lead GILC connects bulb I with a switch IBS normally open so positioned as to be closed by the offset I0 on rod IR when this rod -is at intermediate gear position, from this switch lead IBC continues to negative lead ILC', to lead GNL, and to the negative pole of the' battery; When rod IR isat intermediate gear position bulb I will be illuminated as switch IBS willl be I' closed,.and -when this rod is not at gear posi#` tion bulb I will not be illuminated. A lead (see extends to bulb R and continues to a switch RS shafts, speed controlled means connected to and adapted to be actuated by one of said rotatable shafts, electric means controlled by said speed controlled means, fluid means controlled by said ,electric means, said fluid 'means adapted to actuate said speed changing means, said electric means combining in combination a plurality of switches adapted to be actuated by said speed controlled means, a plurality of circuits adapted to be actuated by said plurality of switches, a plurality of magnets adapted to be actuated by said plurality of circuits, and a plurality of circuits adapted to be actuated by said plurality of magnets, said plurality of magnetsserving to maintain closed circuits altho said speed controlled means cease to hold said switches; closed.

2. In a speed changing mec anism, driving means, driven means, a plurality of speed changing means adapted to change the speed ratio of said driving means and said driven means, a plurality of tluid means, each of said plurality of fluid means adapted to actuate a plurality of said plurality of speed changing means, each of said plurality of fluid means including in combination controllingvalvular means, a plurality of actuating means, each vgof said plurality of actuating means adapted to actuate one of said controlling valvular means, a plurality of movable means, each of said movable means adapted to actuate one of said plurality'of actuating means, and-centrifugal means adapted to actuate one at a time each of said movable means.

3. In a gear mechanism, a plurality of rotatable shafts, speed changing means including in combination speed controlled means, a plurality of electric circuits controlled by said speed controlled means, a plurality of uid means adapt- Figure 12) vHBC connects lead GILC with bulb H and with a switch HBS normally open so disposed as to be closed by oset HO on rod HR when this rod is at high gear position, from this switch lead HBC continues to the negative lead ILC', to lead GNL, and to the negative pole of the battery. Bulb H will be illuminated when rod HR is at gear position holding switch HBS rod is not Safety switch In the event that some of the automatic means for shifting gears should fail to function properly' ata time when-switch LLOC has automatically tween the battery and and switch KS for cutting out the electric mechanism. 'I lhis safety ed to be actuated by said electric means, and means adapted to be actuated by said fluid means for changing' the speed ratio of said shafts, and gradient control means for opening one of said electric circuits at a'pluraiity of points to prevent said speed controlled means actuating the circuit opened by said gradient control means.

4. In a speed changing mechanism, a plurality of rotatable shafts, and automatic means adapted 'to change the speed ratio of said shafts, said automatic means including in combination speed controlled' means, electric. means adapted to be controlled by said speed controlled means, iiuid means adapted to be controlled by said electric means, a plurality of lever means adapted to be actuated by said viluid means, a plurality of re- 5. In a speed changing mechanism, a plurality of rotatable shafts, a plurality of speed changing means, s aid plurality of speed changing means adapted to change the speed ratio of said .rotatable shafts, actuating means for said plul rality of speed changing means, said actuating means including in combination electric power supply means, master control magnetic means, a plurality of electric circuits connected to said powersupply means, said plurality oi electric circuits including in combination a plurality of secondary circuits. a plurality of magnetic means for controllingY said plurality of secondary circuits, said plurality of secondary circuits adapted to control said master control magnetic means. a plurality oi' primary circuits fior4 controlling said plurality o! magnetic means, and speed controlled means for controlling said primary circuits, said master control magnetic means adapted to prevent a plurality oi.' said primary circuits functioning simultaneously, said gradient control means when in one position adapted to open said last mentioned electric circuit at one of lo said plurality of points and when in another position adapted to open said circuit at another of said plurality of points.

CLIVE W. LANPHERE.

CERTIFICATE or CORRECTION. Patent No. 2,251,215. July 29, 19111.

` cLvE w. LANPHERE.'

It is hereby certified that error appears -in the printed specification of the above numbered patent requiring correction as follows: Page l, first column, line 511, for the word "drawing" read --'drawings--; page 5, second column, line 68, for "Asf read -In; page 8, second column, line 25, for KSC ,read --G SC; page 9, second column, line 5,4., strike out "offset HO on" and insert the same after "when 1in line 55; page lO, second column,

lline 52, claim, for "actuated" read -controlled; page ll, second column, lines r{`to l2 inclusive, claim 5, strike out thecomma and wordsl said gradient control means when in one position adapted to open said last mentioned electric circuit at one of said plurality of points and when in another position adapted to open said circuit at another of said plurality of points" and insert the same after "means and before the period on page l0, second column, line 58, claim; 'and that the said Letters Patent should be read with this correction therein that the same may conform to the record of the case in the Patent Office. A

` Signed and sealed this 50th day of September, A. D. 1914.1.

Henry Van Arsdale, (Seal) 1 Acting Commissioner of' Patents. 

